Safety-driveway for cable railways



SAFETY DRIVEWAY POR CABLE RAl-LWAYS, &c.

No. 307.766. Patented Nov. l1, 1884. 1|-4=4 m fil/ld \.f.,1|r-L:?l!|1Mundua '.0' I

D O o D ISAAC XV. HEYSINGER, OF PHILADELPHIA, PENNSYLVANIA.

SAFETY-DRHVEWAY FOR CABLE RAELWYS, 85C.

SPECIFICATION forming part of Letters Patent No. 307,766, dated November 1l, 1884. Application filed March 4, 1884. (No model.)

To @ZZ 1071/0771, it may concern:

Be it known that I, Isaac XV. HnYsrNGnn, of Philadelphia, in the county of Philadelphia and State of Pennsylvania, have invented a certain new and useful Improvement in Safety- Driveways for Cable Railways, tre., of which the following is a full, clear, and exact description, reference beinghad to the drawings accompanying and formi ng a part of this specification, in which- Figure l is a top view of a street and drive way of a cable railway, showing the railwaytracks and grip-'slot and guard-rails at the sides thereof connected with the cable-conduit beneath. Fig. 2 is a sectional view of Fig. 1, showing in cross-section the cable-conduits, tracks, driveway, Fig. 3 is a cross-section of the upper part ofthe conduit, showing my protecting devices in sectional elevation and of nearly full size. Fig. 4L is a top view of the grip-slot, looking down into the conduit, having the guard-rails thereof provided with my safety devices; and Fig. 5 is a longitudinal section of the safety devices, the nearer in section andthe more distant one beyond the slot in surface elevation.

The lettering in all the figures is uniform.

My invention relates to the construction of safety appliances for use on the driveways of cable or similar railways, whereby the shoes of draft-animals are prevented from engaging and being torn off, and the animals thrown or otherwise injured, in the grip-slot, through which motion is communicated tothe car from a cable traveling in a conduit beneath by means of a traction-bar attached to the car above and detachably connected with the traveling cable below; also, in protecting animals from slipping upon the smooth metal guardrails alongside the slot; and, furthermore, in so arranging the protecting appliances as to prevent the wheels of vehicles from finding a trackway along the course of the said grip-slot and gradually working a passage down into the slot, whereby carriages are liable to be broken and the occupants injured. It is well known that as ordinarily constructed these gripways of cable roads are exceedingly dangerous to draft-animals, so much so that the driveway is practically abandoned where draft-animals are habitually driven single, a

trackway being taken at one side with one wheel upon the outer track and the other upon the roadway beyond, as may be seen by examining rstreets occupied by such cable railways; but this side driving cannot be resorted to in winter, when snow and ice are piled up along the streets, nor when merchandise is being loaded or unloaded alongside, nor when buildings are being erected. Besides, it increases the load upon the animal and makes a side draft, one wheel running smoothly along the track, while the other occupies the rough roadway. Vhen the center of the trackway is occupied by the horse, it is so common an occurrence to have the calks or toes of horseshoes engage and wedge themselves into the slot that shoes are frequently found lying upon the driveway new and unworn, or wedged fast in the slot itself, and horses are often seriously injured, the shoes being violently torn off, the nails protruding from the shoe as it is twisted from the hoof, causing strains and other injuries. Especially is this the ease with heavily-laden drays, coal-carts, the horses of which have heavy loads to draw and are well shod, with projecting calks and toes. The smooth iron surfaces of the guard-rails along each side of the slot in which the drawbar travels also occupy the middle of the driveway, forming a smooth slide from two to four inches in width, which offers no foothold for a draft-horse, except when a hold is gotten in the slot itself, and, especially when wet, horses slip and slide to and fro, and are in constant danger of being strained or thrown, and can with difficulty draw the loads to which they are accustomed. If the cart be turned at an angle, so that the horse travels diagonally alongside the slotway, both wheels grind against the flanges of the track and rapidly wear away the rails and the tires of the vehicles and greatly increase the resistance. Light carriages also, in course of time, with narrow rims will gradually wear a passage ldown into the smooth open slot, and when once engaged therein the carriage will be likely to be destroyed and the occupants thrown violently out. The problem may be brieiiy stated as follows: to so construct these slots and their guard-rails that neither the toe, the calk, nor any part of a horseshoe shall be able to e11- IOO gage or become wedged in the slot itself, nor in any part of the cable-way in whatever direction the horse may be moving, also, to give to draft-animals traveling in any direction the same hold for their feet which is offered by an ordinary pavement; and, finally, to so provide that the wheels of carriages shall not be able to find a lodgment in the said grip-slot nor make a trackway along the same, while the efficiency of the slotv and its adjacent parts shall not be in anywise impaired. To accomplish these purposes, I provide the iron guardrails at each side of the slotwith a series of bosses, stops, or corrugations of peculiar construction, and arranged with referenceto'each other in a peculiar nianner,vso that all the above requirements are satisfied with the slightest possiblel cost, and with a considerable actual saving in wear and tear tof the cable-way, the worn parts being easily removed and replaced by others when necessary. By these appliances the wellgrounded popular objection to cable railways that they destroy a 'street for ordinary travel, as well as vexatious and expensive suits for damages caused lby those already in use, will be equally avoided. There would practically be no limit to the extension of cable railways if these objections were avoided, as they fulfill nearly every other requirement. Horses soon become accustomed to the sight of the cars and the sound of the cable; but every slip or wrench on the smooth iron, or twist or shoe torn off in the slot, increases ahorses subsequent nervousness and dread of the trackway. His whole demeanor changes the moment lie strikes a cable trackway, showing that he is alert, nervous, and in fear, and this continues to increase as he grows more familiar with it.

Referring to the drawings, E'E, Figs. 2 and 3, show the sides of a cable-conduit, E, in crosssection, having the upper portion of the sides thereof, El E2, turned inward, to form a secure iiat seat for the detachable guard-rails, to be described. At the top is a guard-rail, D1, upon each side of the slot, which, as ordinarily constructed, is a smooth continuous side rail extending to the top of the sectional part of D, at the left-hand side of Fig. 3, but no higher. Then the conduit-tube is of east metal, the whole, including the guard-rails, is cast in one piece. Vhen of riveted sheet metal, the guard-rails are riveted on, just as the other parts-are formed. Fig. 1 shows this continuous guard-rail, as well as Figs. 4 and 5. Upon this smooth double rail I raise bosses, stops, or eorrugations, which are placed at such distance from each other along each side of the slot as not t0 allow the toe or calk of a horseshoe to Yoccupy the interspace without having a larger' surface of the shoe supported upon and protected by the adjacent elevations x y x y. I make'these stops or bosses of about the height of the toe or calk of a horseshoe measured from the rim of the shoe, though this may vary somewhat, according to circumstances. I bevel off these bosses upon the sides y2 gj" 062902, Fig. 4, in the manner shown in Fig. 5, at an angle of about forty-iive degrees, though this angle may vary within "certain limits as utility may require. The object of these bevels is ,to allow a firm toe-heid to be secured by a horse without the possibility of wedging, and also to allow the grip-bar to ride along the guard-rails of the slot without striking abrupt sides upon the bosses should it be deflected from the middle line. The outer sides, g3 x3, are also beveled, but this is merely to give better hold in crossdriving and to avoid wear, and may be dispensed with, if desired. The sides of the bosses next the slot yx are made vertical, or nearly so, so as to prevent wheels from finding a channel along the slot, and also to prevent the toes or calks of horseshoes from engaging in the slot itself, which extends along below the level of the bosses when horses are driven across the track instead of along the same. I usually somewhat round the corners of the bosses, to save wear and make them easy for travel. Itis evident that with these bosses having, say, an inch top ,surface and a half inch bevel, and separated by an interspace of about two inches from each other on' each side of the slot, horses shoes cannot become wedged in the original slot, nor between the bosses on the same side of the slot. To prevent them from wedging between the adjacent bosses on opposite sides of the slot, I arrange the-bosses on opposite sides of the slot, so as/Ico to alternate themthat is, each boss is opposite an open space directly across the slotand the bosses and spaces are so adapted to each other (as shown in Fig. 5) that each, in side view, fills the space of the other. By this means no obstacle can engage between the vertical side of 1/ and its opposite, because there is no opposite, and conversely with w. In case the broad toe of a horseshoe engages, when a horse is being driven across the track, above the slot with its front side at one end against the vertical side of y', and its rear at the opposite end against the vertical side of x, it would apparently wedge, considering the lines of y and x to be extended; but the moment the ho'rses foot was arched on its ankle to pull the toe would rotate slightly, the front would be carried up the slope or bevel y, and its rear up the slope x2, so that the toe-piece would` be thrown diagonally across the slot D', instead of along it, and would be instantly disengaged by a sort of unbuckling process too slight to be noticeable. So, if a calk were planted directly over the slot, before it could reach it in its descent the foot would be stopped by the top surfaces of the adjacent bosses, of which, as shown at s, s', and s of Fig. l, at least two, and nearly always three, would support the broad surface of the foot at every possible position in which a horseshoe could be presented to the slot. A study of Fig. l will clearly demonstrate that no horseshoe can ever become wedged in the slot, whatever its shape, size, or

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` the slot, as the alternating bosses will instantly mode of presentation, if this safety appliance I be used of proper size and construction. For direct draft forward, Fig. 5 shows that the toe will have a series of simple notches to bear against, sometimes on one side of the slot and sometimes on the other, which will give an admirable footway for horses. In crossing the track at an angle the bosses present their diagonal surfaces, and the slot cannot be reached, while slip is entirely avoided. As shown in Fig. 3, there is no possibility of a wheel engaging in the slot any more than ii" the slot were a simple one like those in ordinary use, while Fig. 4 shows that no trackway for carriage-wheels can be worn along throw the wheel, by striking it successively upon opposite sides as the wheel advances, to one side or the other, which the inertia of the carriage will soon carry out ot' the line of bosses entirely. Vheels will not travel along the center line 'of these bosses, while Fig. 5 shows by its construction that carriages will not be jarred more than upon an ordinary roadway by traveling alongthem until worked oil" to the side, as stated.

In order to avoid the necessity of elevating the tops of the bosses above the roadway to any considerable extent, I depress the slot and the general line of the top ot the ilat part of the guard-rails about one-half inch below the usual level, the bosses projecting above the side roadway about a quarter of an inch, making the tot-al height of the bosses approximately three-fourths of an inch. This gives ample protection to horses and carriages, while not perceptibly affecting the smoothness of the roadway, as ordinary street-pavements, even thebest, vary more than that amount all over the surface. In special cases the bosses may vary in height, ot' course, just as in distance apart and size, without affecting theprinciples upon which my invention depends.

Figa, at the right side, shows `the bosses made round or oval, but I prefer them practically as shown in the other figures. As may be seen in Fig. 4 at y" and as", the vertical sides ofthe bosses may be rounded off a little if there is any danger ofthe grip-bar finding special resistance at these points, though the bevels y2 /and .r2 will usually guide itup their sides with perfect freedom, the bar being firmly attached to the car above. Vhen the whole conduit-tube is cast in a single piece, I cast these stops or bosses on at the same time and by a single operation; but when made of sheet metal riveted up, I use a separatel strip, as shown in Figs. 2 and 3, which I prefer to make a ilanged stilfening-strip, as shown, and which is attached by bolts or screws, so as to be removed from the conduit or replaced when necessary. In such cases, to prolong the wear and increase the utility of the guard-rails, I provide them with flanges 315 x5, Figs. 2 and 3, which are turned downward along the slots, so as to give greater smoothness for the travel of tho grip-bar and strength to the guard-rail itself. I also provide the guard-rail with outer flanges, y as", which rest upon the swell of the body ot' the conduit and support, and are in turn supported by the same. rIhe use of these flanges y x5 y x6 permits the guard-rail to be of lighter metal than if made iiat, as but little wear comes upon the body of the rail, the bosses taking nearly the whole of it. These guard-rails I prefer to make of rolled-steel bars, the bevels making such rails easy to roll in themill in rolls ofproperform. They may, however, be of malleable iron case-hardened, or of chilled cast iron or steel, if desired. Vhen worn out, these guard-rails are easily removed by means of the nuts F F (see Fig. 3) and a new one substituted, thus increasing the lifetime of a conduit almost indefinitely.

In practice it often happens that the gripslot becomes narrowed by the pressure of the mass of earth against the sides of the conduit, so that the slot closes up or constantly varies in width, and sometimes has to be chiseled out or wedged apart to make room for the passage of the grip-bar of the cars, while conversely it frequently springs or warps open so as to admit the entrance ocarriage-wheels. The detachable guardrails above described, and which form a part of my invention, insure an accurately-regulated width for the grip-slot, as they may be adjusted to the slot independently of the spread of the conduit by means ot the screw-bolts F D, the holes for which may be regulated at will and the guard-rails set inward or outward, as desired, the flanges, where suchare used, being constructed accordingly. To accomplish this more readily where frequent adjustments are required, I make the bolt-slots in the guard-rails, or conversely elongated or slotted from side to side to give more or less play, so `that the guardrails may be accurately adjusted to insure a uniform gage of the grip-slot, andthe nuts be then securely tightened up, which may be done when new rails are laid, or as often as changes occur in the sides ofthe conduit; and I sometimes roughen the sur aces where the parts engage, to hold the rail more firmly.

Vhile I show the conduit in Fig. 3 with its sides brought up nearly against the iianges if y x5 no, I do not usually make so close aiit, but allow sufficient room for adjustment, as above described. I also sometimes dispense with one or both iianges, as shown in Fig. et and seetionally in Fig. 5, when economy of construction is a prime factor, whereby I also secure the lateral adjustment required, even in extreme cases; or I vary nthe forni of the flanges or the relative width of the guard-rails, as desired. I also sometimes attach the separate bosses by bolts or rivets directly to the guard-rail or conduit, or make each. boss in the form of an enlarged and suitably-shaped screw or rivet head, especially when applied to conduits already in use. In special cases,

sometimes where wagons having broad tires only are in use, I set the bosses opposite each and at some disother instead of alternately,

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tance back from the slot, or with their sides 2. In combination with the slot D', the stop sloped or beveled toward it; or Iwiden the slot to an inch or more and set the bosses up ush with they edge thereof; but I do not prefer this method of construction. I also vary the size and shape of the bosses to suit the varying conditions practically met with-as where animals of smaller or larger size are in general use; but for ordinary purposes I find the proportions above indicated to be substantially those required. v f

The detachable guard-rails above described are adapted Yto be so laid down as to break joints with the sections of conduits as laid, whereby the tendency of the sections to pull apart is avoided, and a smoother roadway is secured, as the guard-rails are very liable to open at Ythese points, being imperfectly supported by the abrupt terminations of the conduits where bolted together, and I so construct them in practice, when desired. I also sometimes roll or otherwise construct the corrugated guard-rails hollow underneath the eleva'tions or bosses, to save metal and for ease in rolling the same. I also modify my invention in other respects in accorda-nce with wellknown mechanical requirements, conforming to the principles herein set forth. It will be seen that I thus secure a temporary adjust ment of the guard-rails upon the grip-slot by means Yof the elongated slots which have alateral play upon the bolts by which the said guard-rails are attached to the rail-supporting iianges ofthe conduit, so that the guard-rails may be made to approach each other to whatever distance may be desired. Vhen this has been done and a uniform spacing is secured, I then, in order to secure the guard-rails more firmly, bolt the said guardrails to the ilanged supports E2 E2 of the conduit at various other points by bolts passing through slots which are not elongated, but iit the bolts accurately, whereby great strength is secured. When a new adjustment is required,I remove the fixed bolts and loosen the adjusting-bolts so that the rails can be slipped laterally to or from each other, when they are again iirmly fastened by new bolt-holes made in the conduit or in the guard-rails, as may be most convenient, or which may have been provided therein when rst made. make these adjustments without disturbing the surface of the street or the paving thereof, the mechanism being at all times exposed to view and accessible. As the guard-rails are laterally adjusted, they slip to and fro upon the supportin g-flan ges E2 Ebut are at all times securely supported thereby against any crushing weight acting from above.

Having now described my invention, what I claim,and desire to secure by Letters Patent, 1s

l. In a cable railway, the cable-conduit E and grip-slot D, provided with a double series of elevated stops, D2 and D3, upon opposite sides of the said slot D', and alternating with each other, substantially as described.

By the means shown I or boss D, having the beveled opposite sides y2 y2, and the nearly-vertical side y, substantially as and for the purpose described.

3. A double guardrail for the grip-slot of a cable railway, provided with alternate stops or bosses, their sides iiush with said slot where adjacent thereto, and provided `with the bevels y2 x2, against which the grip-bar of a car may ride without shock, substantially as described.

4. A safety-driveway for cable railways constructed to prevent the engagement of the shoes of draft-animals in the grip-slot thereof by means of a series of -bosses or stops arranged alternately upon the sides of the said slot, which shall arrest the descent of the projecting parts ofthe said shoes before entering the said slot in whatever direction the shoe may be presented thereto, substantially as described.

5. A safety driveway for cable railways having a double serie-s of stops or bosses constructed upon the sides of the grip-slots thereof, and alternating with each other on opposite sides of the said slots, so that the wheels of carriages shall be deflected from said slots when traveling along the same, substantially as described. l

6. The stops D2 and D3, in combination with the conduit E and grip-slot D', said stops being arranged alternately along the grip-slot, and so constructed as to present a continuous series of transverse toe-notches for draft-animals, and having beveled sides y2 w, to prevent wedging of horseshoes therein, substantially as described.

7. The detachable guard-rails D" D4 for cable-railway conduits, connected with the sides E E', of the conduit E by means of the screwbolts D5 F, and having the heads D5 of said screws protected against wear by adjacent bosses or corrugations,the whole being adapted to be removed when worn and replaced by others. substantially as described.

8. The guard-rail D4l D2 or DL D3 for cable railways, rolled in continuous bars of iron or steel between suitably embossed or indented rolls, substantially as described.

9. In combination with the conduit of a cable railway, the iianged gu ard-rail DL 1f g/6,constructed substantially as and for the purposes described.

' I0. A double guard-rail for cable-railway slots provided with a series of stops, bosses, or corrugations upon each side of the said slot, so constructed that, viewed from the side, the two opposite rails may present a series of beveled notches to give toe-hold to horses, and, viewed from the end, a central slot with nearly vertical sides,to prevent carriage-wheels from engaging therein, substantially as set forth.

11. In a driveway for cable railways, a cable-conduit, E, having a grip-slot, D', in combination with a double guardrail for the said grip-slot, the general level of the liat portion of said guardrail beingbelow the surface of ICO IIO

the roadway, and having bosses, stops, or corrugations rising to or above the surface thereof, substantially as and for the purpose described.

12. In combination with the conduit E and grip-slot Dof a cable railway, the double guardrail D", provided with alternately arranged stops, bosses, or eorrugations adapted to prevent the slip of draft-animals when traveling thereupon, substantially as described.

13. In Combination with the conduit E and grip-slot D' of a cable railway, the double guard-rail D, provided with a double series of alternate]y-arranged bosses or elevations, so constructed as to engage the broad surface ot' a horses foot upon two or more of the top surfaces thereof in whatever position the horses foot be placed, substantially as described.

l-JL. In combination with the slot D, the opposite and alternately-placed bosses or elevations D` D3, so constructed that each boss on one side of the said slot shall occupy the full space between two contiguous bosses upon the opposite side of the said slot, and having the adjacent sides v2 and ,afg/2 sloped or beveled, the said bosses or elevations forming a cont-innous series upon eaeh side substantially as described.

15. In combination with the grip-slot D', the detachable andlaterally-adj ustableguard-rails DLL D, having one or more transversely-elongated slots for temporary lateral adjustment ofthe said guard-rails, and non-elongated slots or bolt-holes for permanent adjustment, whereby when a new adjustment is required the same may be made by adjusting the elongated slots upon their corresponding bolts, and permanent adjustment may be made by securing the said rails to the conduit at other points by fixed bolts or screws, substantially as and for I[he purposes described.

1G. In Combination with the conduit E, having inclined or vertical sides E E, and the flat rail-supporting flanges E2, the detachable and laterally-adj ustable guard-rails DD, adapted to be bolted to said supports E2 B2 and laterally adjusted thereupon, substantially as described.

ISAAC IV. HEYSINGER.

ol'l the said slot,

Vitnesses:

Jos. G. MAGEE, I). ODONNELL. 

